Vibration dampening system for a work vehicle with cab dampers

ABSTRACT

A vibration dampening system for a work vehicle may include a cab frame having a plurality of structural frame members, with the structural frame members including a first frame member extending along a first side of the cab frame and a second frame member extending along a second side of the cab frame. The second side is opposite the first side. In addition, the system may include a vibration damper coupled between the first and second frame members. The vibration damper may extend lengthwise between a first end coupled to the first frame member and a second end coupled to the second frame member. The vibration damper is configured to reduce an amount of vibrations being transmitted through the cab frame.

FIELD OF TECHNOLOGY

The present subject matter relates generally to work vehicles and, moreparticularly, to a system for reducing the amount of vibrational energytransmitted to a cab of a work vehicle to reduce the vibrations andrelated noise within the cab.

BACKGROUND

A wide range of off-highway, work vehicles have been developed forvarious purposes. In smaller work vehicles, seats and other operatorsupports may be sufficient, and these may be mounted on various forms ofsprings and other suspension components. However, in larger or morecomplex work vehicles, such as certain tractors and constructionequipment, a partially or fully enclosed cab is more desirable,providing one or more operators with a comfortable location from whichthe vehicle may be operated. Such cabs, sometimes referred to as“operator environments” also provide a central location to whichcontrols and operator interfaces may be fed, and from which most or allof the vehicle functions may be easily controlled.

Work vehicles typically include a number of components that createvibrations at various frequencies. Exemplary sources of vibrationinclude engines, transmissions, tracks, axles, pumps, etc. Suchvibrations are typically transferred from a chassis of the work vehicle,through its suspension system, and ultimately to the cab. In certainsituations, the energy from the mechanical vibrations may be convertedto airborne noise that can be heard by the operator. Further, thesemechanical vibrations may cause discomfort in the operator's handsand/or feet.

Conventionally, suspension systems for mounting a cab relative to avehicle's chassis include rubber isolators beneath the corners of thecab frame. While this type of mounting configuration can provide somereduction in vibration transmission from the chassis during vehicleoperation, a significant amount of vibration energy is still transferredto the cab. Over a typical work period of several hours, the resultingnoise and vibration can fatigue the operator and ultimately reduce hisor her productivity.

Accordingly, an improved vibration dampening system that reduces theamount of vibrations transmitted to the operator's cab of a work vehiclewould be welcomed in the technology.

BRIEF DESCRIPTION

Aspects and advantages will be set forth in part in the followingdescription, or may be obvious from the description, or may be learnedthrough practice of the invention.

In one aspect, the present subject matter is directed to a vibrationdampening system for a work vehicle. The system may include a cab framehaving a plurality of structural frame members, with the structuralframe members including a first frame member extending along a firstside of the cab frame and a second frame member extending along a secondside of the cab frame. The second side is opposite the first side. Inaddition, the system may include a vibration damper coupled between thefirst and second frame members. The vibration damper may extendlengthwise between a first end coupled to the first frame member and asecond end coupled to the second frame member. The vibration damper isconfigured to reduce an amount of vibrations being transmitted throughthe cab frame.

In another aspect, the present subject matter is directed to a workvehicle including an operator's cab having a cab frame and a chassishaving a chassis frame. The cab frame may include a plurality ofstructural frame members. The structural frame members may include afirst frame member extending along a first side of the cab frame and asecond frame member extending along a second side of the cab frame, withthe second side being opposite the first side. The vehicle may alsoinclude a suspension assembly configured to support the cab framerelative to the chassis frame, and a vibration damper coupled betweenthe first and second frame members. The vibration damper may extendlengthwise between a first end coupled to the first frame member and asecond end coupled to the second frame member. The vibration damper isconfigured to reduce an amount of vibrations being transmitted throughthe cab frame.

These and other features, aspects and advantages will become betterunderstood with reference to the following description and appendedclaims. The accompanying drawings, which are incorporated in andconstitute a part of this specification, illustrate embodiments of theinvention and, together with the description, serve to explain certainprinciples of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appended Figs.,in which:

FIG. 1 illustrates a perspective view of one embodiment of a workvehicle in accordance with aspects of the present subject matter;

FIG. 2 illustrates a top perspective view of one embodiment of a cabsuspension assembly in accordance with aspects of the present subjectmatter, particularly illustrating the suspension assembly including oneor more features and/or components of a system for reducing the amountof vibrations transmitted through the assembly to the vehicle's cab;

FIG. 3 illustrates another top perspective view of the cab suspensionassembly shown in FIG. 2, particularly illustrating a mounting assemblyof the system exploded out for purposes of illustration;

FIG. 4 illustrates a bottom perspective view of one of the corners ofthe cab suspension assembly shown in FIGS. 2 and 3;

FIG. 5 illustrates a perspective view of the cab suspension assemblyshown in FIGS. 2 and 3 mounted onto one embodiment of a chassis frame,particularly illustrating the chassis frame including one or morefeatures and/or components of a system for reducing the amount ofvibrations transmitted through the frame to the suspension assembly;

FIG. 6 illustrates a perspective view of one embodiment of a cab frameexploded away from the chassis and associated suspension assembly shownin FIG. 5, particularly illustrating one or more features and/orcomponents of a system for reducing the amount of vibrations transmittedthrough the various components shown in FIG. 6 in accordance withaspects of the present subject matter;

FIG. 7 illustrates a partial cross-sectional view of one of the links ofthe suspension assembly shown in FIGS. 2 and 3, particularlyillustrating one embodiment of an elastomeric vibration damper that maybe provided in operative association with the link to reduce the amountof vibrations transmitted therethrough in accordance with aspects of thepresent subject matter;

FIG. 8 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating anotherembodiment of an elastomeric vibration damper that may be provided inoperative association with the link to reduce the amount of vibrationstransmitted therethrough in accordance with aspects of the presentsubject matter;

FIG. 9 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating a furtherembodiment of an elastomeric vibration damper that may be provided inoperative association with the link to reduce the amount of vibrationstransmitted therethrough in accordance with aspects of the presentsubject matter;

FIG. 10 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating yet anotherembodiment of elastomeric vibration dampers that may be provided inoperative association with the link to reduce the amount of vibrationstransmitted therethrough in accordance with aspects of the presentsubject matter;

FIG. 11 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating an evenfurther embodiment of an elastomeric vibration damper that may beprovided in operative association with the link to reduce the amount ofvibrations transmitted therethrough in accordance with aspects of thepresent subject matter;

FIG. 12 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating anotherembodiment of an elastomeric vibration damper that may be provided inoperative association with the link to reduce the amount of vibrationstransmitted therethrough in accordance with aspects of the presentsubject matter;

FIG. 13 illustrates another partial cross-sectional view of thesuspension link shown in FIG. 7, particularly illustrating a furtherembodiment of an elastomeric vibration damper that may be provided inoperative association with the link to reduce the amount of vibrationstransmitted therethrough in accordance with aspects of the presentsubject matter;

FIG. 14 illustrates a rear, schematic view of the chassis frame shown inFIGS. 5 and 6, particularly illustrating one or more vibration dampersinstalled between opposed sides of the chassis frame in accordance withaspects of the present subject matter;

FIG. 15 illustrates a top, schematic view of the chassis frame shown inFIGS. 5 and 6, particularly illustrating the vibration dampers extendingbetween the opposed sides of the chassis frame;

FIG. 16 illustrates a perspective view of the cab frame shown in FIG. 6,particularly illustrating one or more vibration dampers installedbetween opposed frame members of the chassis frame in accordance withaspects of the present subject matter;

FIG. 17 illustrates a schematic view of one embodiment of a damperconfiguration suitable for use within the disclosed vibration dampeningsystem in accordance with aspects of the present subject matter;

FIG. 18 illustrates a schematic view of another embodiment of a damperconfiguration suitable for use within the disclosed vibration dampeningsystem in accordance with aspects of the present subject matter; and

FIG. 19 illustrates a schematic view of a further embodiment of a damperconfiguration suitable for use within the disclosed vibration dampeningsystem in accordance with aspects of the present subject matter.

Repeat use of reference characters in the present specification anddrawings is intended to represent the same or analogous features orelements of the present invention.

DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS

Reference now will be made in detail to embodiments of the invention,one or more examples of which are illustrated in the drawings. Eachexample is provided by way of explanation of the invention, notlimitation of the invention. In fact, it will be apparent to thoseskilled in the art that various modifications and variations can be madein the present invention without departing from the scope or spirit ofthe invention. For instance, features illustrated or described as partof one embodiment can be used with another embodiment to yield a stillfurther embodiment. Thus, it is intended that the present inventioncovers such modifications and variations as come within the scope of theappended claims and their equivalents.

In general, the present subject matter is directed to a vibrationdampening system for a work vehicle, such as an agricultural vehicle,construction vehicle, and/or any other suitable off-road vehicle. Aswill be described in detail below, the vibration dampening system may,in several embodiments, include a chassis frame, a cab frame, and asuspension assembly coupled between the chassis frame and the cab frame.In addition, the system may include one or more dampening components ordampers provided in operative association with the chassis frame, thecab frame, and/or the suspension assembly. The dampers may generally beconfigured to dampen or otherwise reduce the vibrations beingtransmitted through the component(s) with which it is associated,thereby reducing the overall amount of vibrations ultimately transmittedto the cab during operation of the work vehicle. As a result, the amountof vibrations felt by the operator and the amount of noise generatedwithin the cab may be significantly reduced, thereby increasing operatorcomfort and reducing operator fatigue.

In one embodiment, the vibration damper(s) of the disclosed system maybe provided in operative association with the chassis frame. Forexample, one or more dampers may be installed between structural membersextending along opposed sides of the chassis frame to reduce the amountof vibration transmitted therebetween. In such an embodiment, as thesides of the chassis frame vibrate relative to one another, at least aportion of the vibrational energy will pass through the damper(s) andget converted into heat or may otherwise be absorbed by the damper(s),thereby reducing the amount of vibration that is transmitted to the cabof the work vehicle.

In another embodiment, the vibration damper(s) of the disclosed systemmay be provided in operative association with the cab frame. Forexample, one or more dampers may be installed between structural membersextending along opposed sides of the cab frame to reduce the amount ofvibration transmitted therebetween. In such an embodiment, as the sidesof the cab frame vibrate relative to one another, at least a portion ofthe vibrational energy will pass through the damper(s) and get convertedinto heat or may otherwise be absorbed by the damper(s), therebyreducing the amount of vibration within the cab.

In a further embodiment, the vibration damper(s) of the disclosed systemmay be provided in operative association with one or more components ofthe suspension assembly. For example, one or more dampers may beinstalled relative to a support structure(s) of the suspension assemblyto reduce the amount of vibration transmitted therethrough. Forinstance, in one embodiment, the support structure(s) may correspond toa suspension link(s) configured to provide a load path between thevehicle chassis and the suspension assembly. In such an embodiment, byreducing the vibrations transmitted through the link(s), the amount ofvibrations transmitted to the cab may ultimately be reduced.

Referring now to the drawings, FIG. 1 illustrates a perspective view ofone embodiment of a work vehicle 10 in accordance with aspects of thepresent subject matter. As shown, the work vehicle 10 is configured asan agricultural tractor. However, in other embodiments, the work vehicle10 may be configured as any other suitable work vehicle known in theart, including those for agricultural and construction applications,transport, sport, and/or the like.

As shown in FIG. 1, the work vehicle 10 includes a pair of front tracks12, a pair or rear tracks 14, and a chassis 16 coupled to and supportedby the tracks 12, 14. As is generally understood, the work vehicle 10may also include an engine and a transmission (not shown) supported bythe chassis 16, which may be used to rotationally drive the front tracks12 and/or the rear tracks 14. Additionally, an operator's cab 18 may besupported by a portion of the chassis 16 and may house various controldevices (not shown) for permitting an operator to control the operationof the work vehicle 10. As will be described below, the cab 18 may bemounted on the chassis 16 via a suspension assembly 20.

It should be appreciated that the configuration of the work vehicle 10described above and shown in FIG. 1 is provided only to place thepresent subject matter in an exemplary field of use. Thus, it should beapparent that the present subject matter may be readily adaptable to anymanner of work vehicle configuration. For example, in an alternativeembodiment, the work vehicle 10 may include tires in lieu of tracks 12,14 or may include a combination of tires and tracks.

Referring now to FIGS. 2-6, various views of one embodiment of a cabsuspension assembly 20 suitable for mounting an operator's cab to achassis of a work vehicle (e.g., the work vehicle 10 shown in FIG. 1)are illustrated in accordance with aspects of the present subjectmatter. Specifically, FIG. 2 illustrates a top perspective view of oneembodiment of the cab suspension assembly 20. FIG. 3 illustrates anothertop perspective view of the suspension assembly 20 shown in FIG. 2rotated 180 degrees, particularly illustrating various components of thesuspension assembly 20 being exploded out at one of the corners of thesuspension assembly 20. FIG. 4 illustrates a bottom perspective view ofone of the corners of the suspension assembly 20 shown in FIGS. 2 and 3.FIG. 5 illustrates a perspective view of the suspension assembly 20shown in FIGS. 2-4 coupled to one embodiment of a chassis frame 21 ofthe chassis 16 of the work vehicle 10 shown in FIG. 1. Additionally,FIG. 6 illustrates a perspective view of one embodiment of a cab frame23 of the cab 18 of the work vehicle 10 shown in FIG. 1 exploded awayfrom the chassis frame 21 and suspension assembly 20 shown in FIG. 5.Moreover, as will be described below, FIGS. 2-6 also illustrate variouscomponents and/or features of one or more embodiments of a vibrationdampening system 100 for reducing the amount of vibrational energytransmitted from the chassis frame 21 through the suspension assembly 20to the cab frame 23 during operation of the work vehicle 10.

It should be appreciated that, for purposes of description, thedisclosed suspension assembly 20 will generally be described withreference to the work vehicle 10 shown and described above withreference to FIG. 1. However, in other embodiments, the suspensionassembly 20 may generally be configured for use with any other suitablework vehicle having any other suitable vehicle configuration. Similarly,for purposes of description, the disclosed vibration dampening system100 will generally be described herein with reference to the workvehicle 10 shown and described above with reference to FIG. 1 and thesuspension assembly 20 shown and described with reference to FIGS. 2-6.However, in other embodiments, the vibration dampening system 100 maygenerally be configured for use with any other suitable work vehiclehaving any other suitable vehicle configuration and/or any othersuitable suspension assembly having any other suitable suspensionconfiguration.

In general, the suspension assembly 20 may define a framework structurethat is intended to be coupled between the chassis 16 and the cab 18. Asshown, the assembly 20 may generally include a suspension superstructure22 configured to rest just below the cab 16 when assembled on thevehicle 10. The superstructure 22 may include a plurality of mountinginterfaces 25 for supporting matching mounting structures on the cabframe 23 (see, e.g., FIG. 6). Each mounting interface 25 may include aflattened area or pad 24, with each pad 24 being positioned at one offour corners of the assembly 20. Additionally, the superstructure 22 mayinclude a plurality of cylindrical outer tubes 26 extending from thepads 24. For example, as particularly shown in FIG. 4, each outer tube26 may extend outwardly from a bottom surface 27 of one of the pads 24.

Moreover, the superstructure 22 may include one or more supportstructures 29 extending at least partially between the locations of themounting interfaces 25, such as at least partially between adjacentmounting interfaces 25. For example, the support structures 29 mayinclude various rods and/or links configured to extend between the pads24 and/or tubes 26. Specifically, as shown, in one embodiment, thesupport structures 29 may include tie rods or cross links 28 extendingbetween one or more of the pads 24 and/or outer tubes 26 in order tomaintain the spatial relationship between the pads 24 prior to mountingthe cab 18 onto the superstructure 22. In certain embodiments, the crosslinks 28 may be connected to the pads 24 and/or tubes 26 using a weldedconnection, bolts, brackets, or any other suitable connection.Additionally, in one embodiment, the support structures 29 may includeone or more lateral links 30 provided on either side of thesuperstructure 22 for control of longitudinal suspension motion. Forexample, as particularly shown in FIG. 4, the lateral links 30 may bepivotally connected to the bottom surface 27 of the pads 24.

Further, the support structures 29 may also include various suspensionlinks 31 configured to extend from the locations of the mountinginterfaces 25, such as from the pads 24 and/or the outer tubes 26, tothe chassis frame 21 of the chassis 16 of the work vehicle 10, therebyproviding a load path between the suspension assembly 20 and the chassisframe 21. For example, a rear link 32 may tie one of the rear pads 24 tothe chassis frame 21. In certain embodiments, as shown in FIG. 4, therear link 32 may be pivotally connected to the bottom surface 27 of oneof the pads 24 (and/or the outer tubes 26) at a first end or end portion33 of the link 32. In such embodiments, an opposed second end or endportion 35 of the link 32 may be configured to be coupled to the chassisframe 21, such as via an associated mounting bracket 38 configured to becoupled between the rear link 32 and the chassis frame 21. Similarly, afront link 34 may tie one of the front pads 24 to the chassis frame 21.For example, the front link 34 may be pivotally coupled to one of thefront pads 24 and/or outer tubes 26 at a first end or end portion 33 ofthe link 34 and to the chassis frame 21 at its opposed second end or endportion 35 (e.g., via another bracket 38 coupled between the link 34 andthe chassis frame 21).

Beneath the superstructure 22, the suspension assembly 20 may alsoinclude mounting assemblies 36 configured to support the superstructure22 (and the cab 18) on the chassis 16, as will be described below.Additionally, a damper 44 may be disposed at each corner of thesuspension assembly 20 to provide dampening of suspension motion. Thesedampers 44 may generally extend between the bottom surface 27 of thepads 24 (or some other superstructure 22 component) and points on thechassis 16 (not shown in FIG. 2) where the suspension assembly 20 ismounted. Moreover, the suspension assembly 20 may also include aplurality of bump stops 70 (e.g., one on each corner) configured toprevent the outer tubes 26 from contacting corresponding suspensionplatforms 62 (FIG. 5) of the chassis frame 21 during normal vehicleoperation while allowing for such contact during a roll-over event.

As particularly shown in FIGS. 3 and 4, each mounting assembly 36 may beat least partially housed within one of the outer tubes 26. Eachassembly 36 may include an upper rubber cup 46, a compression spring 48,a lower rubber cup 50, an up-stop 52 and a retaining plate 54. A spacer56 extends through these elements, and the entire assembly 36 is held inplace by a retaining bolt 58 (and a corresponding nut). The upper rubbercup 46 may be configured to maintain the compression spring 48 centeredin the outer tube 26 on the suspension superstructure 22. The lowerrubber cup 50 may similarly maintain the compression spring 48 centeredin an inner cylindrical tube 64 (FIG. 5) of the chassis frame 21. Therubber up-stop 52 may control upward suspension motion, while the lowerretaining plate 54 may accept forces on the structure 22 when placed incompression by the bolt 56.

As particularly shown in FIG. 5, the suspension assembly 20 isconfigured to be installed on the chassis frame 21 of the vehiclechassis 16. The particular configuration of the chassis frame 21 shownin FIG. 5 is merely illustrated to provide one example of a suitablechassis frame 21. Thus, it should be appreciated that the presentsubject matter may generally be utilized with any suitable frameconfiguration.

As shown in FIG. 5, the chassis frame 21 may include a plurality ofsuspension platforms 62 configured to support the weight of the assembly20 (and the cab 16). Each platform 62 may generally be configured to bealigned with one of the pads 24 when the superstructure 22 is installedonto the frame 60. Additionally, a cylindrical, inner tube 64 may extendupwardly from each platform 62 such that the inner tubes 64 are receivedwithin the outer tubes 26 when the pads 24 and platforms 62 are properlyaligned during assembly. Moreover, as indicated above, the mountingbrackets 38 for the front and rear links 32, 34 may be coupled to thechassis frame 21 (e.g., at the adjacent platforms 62) to provide adirect load transfer path between the chassis frame 21 and thesuspension superstructure 22 via the links 32, 34.

As shown in FIG. 5, the chassis frame 21 generally extends lengthwisebetween a front end 65 and a rear end 66 and laterally between opposedfirst and second sides 67, 68 extending between the front and rear ends65, 66 of the frame 21. Additionally, the chassis frame 21 includes anopposed pair of sidewalls 70, 72 extending along the sides 67, 68 of theframe 21. Specifically, as shown, the chassis frame 21 includes a firstsidewall 70 extending lengthwise along the first side 67 of the frame 21between its front and rear ends 65, 66. Similarly, the chassis frame 21includes a second sidewall 72 extending lengthwise along the second side68 of the frame 21 between its front and rear ends 65, 66. Moreover, thechassis frame 21 may also include one or more cross-beams 71 extendingbetween the first and second sidewalls 70, 72. The cross-beam(s) 71 mayposition the first and second sidewalls 70, 72 relative to each other ata fixed distance. Further, the cross-beam(s) 71 may increase therigidity and/or stiffness of the chassis frame 21. In certainembodiments, the cross-beam(s) 71 may also provide structure to attachcomponents of the work vehicle 10.

As indicated above, the cab frame 23 of the operator's cab 18 of thework vehicle 10 may be configured to be mounted on top of the suspensionassembly 20. As shown in FIG. 6, the cab frame 23 may generally includea plurality of structural members 74, 76 configured to be coupledtogether to form a structural frame-like assembly having a front side78, a rear side 80, and first and second lateral sides 82, 84 extendingbetween the front and rear sides 78, 80. Specifically, in theillustrated embodiment, the cab frame 23 includes vertically extendingframe members 74 disposed at each corner of the frame 23 and a pluralityof cross-wise frame members 76 coupled between the vertically extendingframe members 74 along the sides 78, 80, 82, 84 of the frame 23. Itshould be recognized that the cab frame 23 may also include one or moresecondary structural members (not shown) coupled between the variousframe members 74, 76 to add stiffness or rigidity to the cab frame 23 orattachment points for various components of the cab 18. Moreover, thecab frame 23 may include a plurality of mounting feet 94 for couplingthe frame 23 to the chassis frame 21 via the suspension assembly 20. Forexample, in the illustrated embodiment, the cab frame 23 includes amounting foot 94 positioned at each corner of the frame 23. In such anembodiment, as shown in FIG. 6, each mounting foot 94 may be configuredto be aligned with and supported by one of the pads 24 of the suspensionsuperstructure 22 at each associated mounting interface 25 (FIGS. 2 and3).

As indicated above, FIGS. 2-6 also illustrate various components and/orfeatures of one or more embodiments of a vibration dampening system 100for reducing the amount of vibrational energy transmitted from thechassis frame 21 through the suspension assembly 20 to the cab frame 23during operation of the work vehicle 10. In several embodiments, thesystem 100 may include any combination of the suspension assembly 20,the chassis frame 21, and the cab frame 23, including anysub-combination of the various components forming the suspensionassembly 20, the chassis frame 21, and/or the cab frame 23.Additionally, in accordance with aspects of the present subject matter,the system 100 may also include one or more dampening components ordampers 102, 104, 106 provided in operative association with the chassisframe 21, the cab frame 23, and/or the suspension assembly 20. Ingeneral, the dampers 102, 104, 106 may be configured to dampen orotherwise reduce the vibrations transmitted through the component(s)with which it is associated, thereby reducing the overall amount ofvibrations being transmitted to the cab 18 during operation of the workvehicle 10. As a result, the amount of vibrations felt by the operatorand the amount of noise generated within the cab, may significantly bereduced, thereby increasing operator comfort and reducing operatorfatigue

In several embodiments, the system 100 may include one or more vibrationdampers 102 provided in operative association with one or morecomponents of the suspension assembly 20. For example, in oneembodiment, one or more dampers 102 may be installed relative to one ormore of the support structures 29 of the suspension superstructure 22.For example, as shown in FIGS. 2-4, a vibration damper(s) 102 may beprovided in operative association with each of the suspension links 32,34 of the suspension superstructure 22. In such an embodiment, giventhat the links 32, 34 provide a load path between the chassis frame 21and the suspension assembly 20, the vibration dampers 102 may beconfigured to reduce the amount of vibration transmitted from thechassis frame 21 to the suspension assembly 20, which, in turn, providesfor a reduction in the amount vibrations ultimately transmitted to thecab 18 via the connection between the cab frame 23 and the suspensionassembly 20. As will be described below, in one embodiment, thevibration dampers 102 provided in association with each link 32, 34 maycorrespond to an elastomeric damper formed from an elastomeric materialconfigured to reduce the amount of vibrations transmitted through theassociated link 32, 34.

It should be appreciated that, although the vibration dampers 102 willgenerally be described herein with reference to the front and/or rearlinks 34, 32 of the suspension superstructure 22, the dampers 102 maygenerally be provided in operative association with any other supportstructures 29 or other components of the suspension superstructure 22 toreduce the amount of vibrations transmitted therethrough.

In addition to the vibration dampers 102 provided in association withthe suspension assembly 20 (or as an alternative thereto), one or morevibration dampers 104 may be provided in operative association with thechassis frame 21. For example, in one embodiment, one or more dampers104 may be installed between structural members extending along opposedsides of the chassis frame 21 to reduce the amount of vibrationtransmitted therebetween. Specifically, as shown in FIGS. 5 and 6, avibration damper(s) 104 may be coupled between the opposed sidewalls 70,72 of the chassis frame 21. In such an embodiment, as the sidewalls 70,72 of the chassis frame 21 vibrate relative to one another, at least aportion of the vibrational energy will pass through the damper(s) 104and get converted into heat or may otherwise be absorbed by thedamper(s) 104, thereby reducing the amount of vibration that can betransmitted to the cab 18 of the work vehicle 10 via the chassis frame21 and associated suspension assembly 20. Alternatively, the damper(s)104 may be coupled between or installed relative to any other componentsand/or features of the chassis frame 21. As will be described below, inone embodiment, the damper(s) 104 may be configured as a passive oractive damper, such as a shock absorber(s) or actuator(s), to reducevibrations transmitted through the chassis frame 21.

Moreover, in addition to the vibration dampers 102 provided inassociation with the suspension assembly 20 and/or the vibration dampers104 provided in association with the chassis frame 21 (or as analternative thereto), one or more vibration dampers 106 may be providedin operative association with the cab frame 23. For example, in oneembodiment, one or more dampers 106 may be installed between structuralmembers extending along opposed sides 78, 80, 82, 84 of the cab frame 23to reduce the amount of vibration transmitted therebetween.Specifically, as shown in FIG. 6, a vibration damper(s) 106 may becoupled directly between opposed cross-wise frame members 76 of the cabframe 23, such as from a given cross-wise frame member 76 extendingalong the first lateral side 82 of the frame 23 to an opposed cross-wiseframe member 76 extending along the second lateral side 84 of the frame24. Alternatively, a vibration damper(s) 106 may be installedfront-to-rear between opposed cross-wise frame members 76 of the cabframe 23, such as from a given cross-wise frame member 76 extendingalong the front side 78 of the frame 23 to an opposed cross-wise framemember 76 extending along the rear side 80 of the frame 23. In furtherembodiments, a vibration damper(s) 106 may be coupled directly betweentwo of the vertically extending frame members 74, such as between anadjacent pair of vertically extending frame members 74 across the frontside 78, the first lateral side 82, the second lateral side 84, and/orthe rear side 80 of the frame 23. As will be described below, in oneembodiment, the damper(s) 106 may be configured as a passive or activedamper, such as a shock absorber(s) or actuator(s), to reduce vibrationstransmitted through the cab frame 23.

Referring now to FIG. 7, a side view of one of the suspension links 31of the suspension structure 22 (e.g., the rear link 32 or the front link34) shown in FIGS. 2-4 is illustrated in accordance with aspects of thepresent subject matter, particularly illustrating a vibration damper(s)102 (in cross-section) provided in association with the link 31. Asindicated above, the link 31 may generally be configured to extendlengthwise between a first end or end portion 33 and an opposed secondend or end portion 35, with one of the end portions 33, 35 configured tobe coupled to a component of the suspension assembly 22 (e.g., one ofthe pads 24 or upper tubes 26) and the opposed end portion configured tobe coupled to the chassis frame 21 (e.g., via the associated mountingbracket 38). For instance, as shown in FIG. 7, a fastener opening 108may be defined through each end portion 33, 35 of the link 31 forreceiving a fastener configured to couple the link 31 to an adjacentcomponent of the suspension assembly 20 or chassis frame 21.Additionally, each end portion 33, 35 may include an elastomericisolator 110 positioned around the fastener opening 108 at theattachment interface defined between the link 31 and the adjacentcomponent.

Moreover, as shown in FIG. 7, the link 31 may also include a connectorportion 112 extending lengthwise between the opposed end portions 33,35. In general, the connector portion 112 may correspond to the elementor portion of the link 31 providing the structural connection betweenthe opposed end portions 33, 35 and, thus, the components of thesuspension assembly 20 or chassis frame 21 coupled thereto. As such, theconnector portion 212 generally functions as the structural element ofthe link 31 extending between the attachment interfaces provided at theopposed end portions 33, 35 between the link 31 and the adjacentcomponents.

In accordance with aspects of the present subject matter, one or morevibration damper(s) 102 may be installed along all or a section of theconnector portion 112 of the link 31 to provide vibration dampingbetween the opposed end portions 33, 35. For example, as shown in FIG.7, an elastomeric vibration damper 102 is installed along all or asubstantial portion of a length 115 of the connector portion 112 suchthat the damper 102 generally extends from a location adjacent to thefirst end portion 33 of the link 31 to a location adjacent to the secondend portion 35 of the link 31. Specifically, in the illustratedembodiment, the vibration damper 102 is configured as a strip 114 ofelastomeric material that is wrapped around the connector portion 112 ofthe link 31 in a spiral pattern between the opposed end portions 33, 35.In such an embodiment, one or more gaps 116 may be defined betweenadjacent sections or wraps of the strip 114 along the length 115 of theconnector portion 112 at which an outer surface 118 of the link 31 isexposed. It should be appreciated that the size and/or number of gaps116 provided along the length 115 of the connector portion 112 maygenerally vary depending on the manner in which the elastomeric strip114 of material is wrapped around link 31.

It should also be appreciated that the vibration damper 102 may becoupled or secured to the connector portion 112 along the outer surface118 of the link 31 using any suitable attachment means and/ormethodology. For example, in one embodiment, the vibration damper 102may be adhered to the outer surface 118 of the link 31, such as by usinga suitable adhesive. In other embodiments, the damper 102 may be coupledto the link 31 using mechanical fasteners (e.g., bolts, screws, rivets)or other fastening methods. Alternatively, the vibration damper 102 maybe applied or molded onto the outer surface 118 of the link 31 using anysuitable manufacturing method/process.

It should also be appreciated that, in several embodiments, theelastomeric material or elastomer used to form the vibration damper(s)102 described herein may generally correspond to a polymer havingviscoelastic properties and may also exhibit a relatively low Young'smodulus, weak inter-molecular forces, and/or a high failure strain. Forexample, a suitable elastomeric material may correspond to a rubbermaterial. In other embodiments, the elastomeric material may correspondto a thermoplastic material or a thermoset material requiringvulcanization. In other embodiments, suitable elastomeric materials maycorrespond to any other suitable plastic and/or polymer materials thatexhibit desired viscoelastic properties. As a result, the elastomericmaterial of the vibration damper(s) 102 may undergo viscoelasticdeformation when exposed to the vibrations acting on the work vehicle10. For example, the vibrations of the chassis frame 21 may travelthrough the link 31 to the suspension assembly 20 and eventually to thecab frame 23. The elastomeric vibration damper(s) 102 installed on thelink 31 may, thus, reduce the vibration transferred between the chassisframe 21 and the cab frame 23. For example, a portion of the energy ofthe vibration may act as a stress on the elastomeric vibration damper102 and may be dissipated by heat due to the viscoelastic properties ofthe elastomeric material used to form the damper 102.

Referring now to FIGS. 8-13, various views of alternative embodiments ofelastomeric vibration dampers 102 that may be installed relative to oneof the links 31 of the suspension assembly 20 are illustrated inaccordance with aspects of the present subject matter. For example, inthe embodiment shown in FIG. 8, the vibration damper 102 corresponds toa continuous sleeve 120 of elastomeric material of substantially uniformthickness 122 that coats, covers or otherwise encompasses the connectorportion 112 of the link 31 along the length 115 defined between theopposed end portions 33, 35. As such, in contrast to the spiral damperconfiguration described above with reference to FIG. 7, the vibrationdamper 102 may cover or envelop all or a substantial section of theconnector portion 112 of the link 31. For example, in the illustratedembodiment, the elastomeric sleeve 120 formed by the vibration damper102 generally extends along the length 115 of the connector portion 112from a location generally adjacent to the first end portion 33 of thelink 31 to a location generally adjacent to the second end portion 35 ofthe link 31. However, in an alternative embodiment, the elastomericsleeve 120 may be configured to extend along a longer or shorter sectionof the connector portion 112. For example, FIG. 9 illustrates anembodiment in which the elastomeric sleeve 120 forming the vibrationdamper 102 covers only a short section of the connector portion 112,such as a central section 124 of the connector portion 112.

It should be appreciated that, as used herein, the thickness 122 of thevibration damper 102 is considered to be substantially uniform if thetotal variation in the thickness 122 across the length of the damper 102is less than 10%, such as less than 5% or less than 2% or less than 1%.

Similarly, in the embodiment shown in FIG. 10, as opposed to including asingle elastomeric sleeve forming a vibration damper, the link 31includes two separate vibration dampers 102A, 102B provided inassociation therewith, with each damper 102A, 102B being configured asan elastomeric sleeve 120 of substantially uniform thickness.Specifically, as shown in FIG. 10, a first elastomeric sleeve 120Aforming a first vibration damper 102A is installed relative to the link31 so as to cover or encompass a first section 128 of the connectorportion 112 of the link 31, such as a section of the connector portion112 extending from or adjacent to the first end portion 33 of the link31. Additionally, a second elastomeric sleeve 120B forming a secondvibration damper 102B is installed relative to the link 31 so as tocover or encompass a second section 130 of the connector portion 112 ofthe link 31, such as a section of the connector portion 112 extendingfrom or adjacent to the second end portion 35 of the link 31. In such anembodiment, the separate vibration dampers 102A, 102B may be spaced fromeach other along the length 115 of the connector portion 112. Of course,it should be appreciated that, in other embodiments, any other suitablenumber of separate elastomeric vibration dampers 102 may be provided inassociation with the connector portion 112 of the link 31, such as threeor more dampers 102 spaced apart from one another along the length 115of the connector portion 112.

Additionally, FIG. 11 illustrates an alternative embodiment of thecentrally located vibration damper 102 described above with reference toFIG. 9. As shown in FIG. 11, as opposed to being formed by anelastomeric sleeve of substantially uniform thickness, the vibrationdamper 102 is formed by an elastomeric sleeve 120 having a non-uniformthickness 122 along its length. Specifically, in the illustratedembodiment, the vibration damper 102 generally defines a spade-likecross-sectional shape, with the thickness 122 of the elastomericmaterial forming the sleeve 120 generally tapering from a maximumthickness at or adjacent to a center 126 of the damper 102 to a minimumthickness at its opposed first and second damper ends 128, 130.

Moreover, FIG. 12 illustrates another embodiment of a vibration damper102 formed from an elastomeric sleeve 120 of non-uniform thickness 122.As shown in FIG. 12, unlike the spade-like cross-sectional shape shownin FIG. 11, the vibration damper 102 generally defines a nozzle-likecross-sectional shape, with the thickness 122 of the elastomericmaterial forming the sleeve 120 generally tapering from maximumthicknesses at its opposed first and second damper ends 128, 130 to aminimum thickness at or adjacent to the center 126 of the damper 102.

Further, FIG. 13 illustrates another variation of the centrally locatedvibration damper 102 described above with reference to FIG. 9. As shownin FIG. 13, similar to the embodiment shown in FIG. 9, the elastomericsleeve 120 forming the vibration damper 102 has a substantially uniformthickness 122. However, the thickness 122 of the sleeve 120 issignificantly increased as compared to that shown in FIG. 9. Forexample, the thickness 122 of the sleeve 120 shown in FIG. 12 is greaterthan an overall thickness 130 of the link 31 whereas the thickness 122of the sleeve 120 shown in FIG. 9 is less than the overall thickness 130of the link 31.

It should be appreciated that the various embodiments of the vibrationdampers 102 shown in FIGS. 8-13 are described to provide exampleconfigurations of suitable dampers. However, in other embodiments, theelastomeric vibration damper(s) 102 provided in association with thesuspension link(s) 31 may have any other suitable configuration thatallows the damper(s) 102 to reduce the amount of vibrations beingtransmitted through the link(s). For example, as opposed to a fullsleeve configuration, the vibration damper(s) 102 may have voids orspaces defined through the elastomeric material at one or more locationsalong the length of the damper(s) 102.

Referring now to FIGS. 14 and 15, differing schematic views of thechassis frame 21 described above with reference to FIGS. 5 and 6 areillustrated in accordance with aspects of the present subject matter,particularly illustrating vibration dampers 104 coupled between opposedportions of the frame 21. Specifically, FIG. 14 illustrates a rear viewof the chassis frame 21 and FIG. 15 illustrates a top view of thechassis frame 21.

As indicated above, in several embodiments, one or more dampers 104 maybe coupled between the opposed sidewalls 70, 72 of the chassis frame 21to dampen vibrations being transmitting through the frame 21.Specifically, as shown in the illustrated embodiment, first and secondvibration dampers 104A, 104B are coupled between the sidewalls 70, 72 ofthe chassis frame 21, with each damper 104A, 104B extending lengthwisebetween a first damper end 140 coupled to the first sidewall 70 of theframe 21 and a second damper end 142 coupled to the second sidewall 72of the frame 21. However, in other embodiments, only a single vibrationdamper 104 may be coupled between the opposed sidewalls 70, 72 of thechassis frame 21, or three or more vibration dampers 104 may be coupledbetween the sidewalls 70, 72.

It should be appreciated that the dampers 104 may be coupled to thesidewalls 70, 72 using any suitable attachment means and/or method knownin the art. For example, one or more suitable mechanical fasteners(e.g., bolts, screws and/or the like) may be used to secure each damper104 to the sidewalls 70, 72 at its opposed ends 140, 142. However, inalternative embodiments, the dampers 104 may be coupled to the sidewalls70, 72 using any other suitable means.

It should also be appreciated that the vibration damper(s) 104 may beconfigured to be coupled between the sidewalls 70, 72 at any suitableheightwise location along the chassis frame 21. For example, as shown inFIG. 14, the vibrations dampers 104 are generally installed at alocation adjacent to a top end 144 of the chassis frame 21. However, inother embodiments, the vibrations dampers 104 may be installed at alocation adjacent to a bottom end 146 of the chassis frame 21 or at anysuitable heightwise location between the top and bottom ends 144, 146 ofthe frame 21, such as at a centralized heightwise location between thetop and bottom ends 144, 146.

Referring now to FIG. 16, a perspective view of the cab frame 23described above with reference to FIG. 6 is illustrated in accordancewith aspects of the present subject matter, particularly illustratingvibration dampers 106 coupled between opposed portions of the frame 23.As indicated above, in several embodiments, one or more dampers 106 maybe coupled between the opposed structural frame members of the cab frame23 to dampen vibrations being transmitting through the frame 23.Specifically, as shown in the illustrated embodiment, first and secondvibration dampers 106A, 106B are coupled between cross-wise framemembers 76 positioned along the opposed lateral sides 82, 84 of the cabframe 23, with each damper 106 extending lengthwise between a firstdamper end 150 coupled to the frame member 76 extending along the firstlateral side 82 of the frame 23 and a second damper end 152 coupled tothe frame member 76 extending along the second lateral side 84 of theframe 23. However, in other embodiments, only a single vibration damper106 may be coupled between the opposed frame members 76 of the chassisframe 21 or three or more vibration dampers 106 may be coupled betweenthe frame members 76. Additionally, in other embodiments, the vibrationdamper(s) 106 may be coupled between any other suitable structuralmembers of the frame 23, such as front-to-rear between opposedcross-wise frame members 76 or side-to-side between a pair of thevertically extending frame members 74.

It should be appreciated that the dampers 106 may be coupled to theframe members 76 using any suitable attachment means and/or method knownin the art. For example, one or more suitable mechanical fasteners(e.g., bolts, screws and/or the like) may be used to secure each damper106 to the cab frame 23 at its opposed ends 150, 152. However, inalternative embodiments, the dampers 106 may be coupled to the frame 23using any other suitable means.

It should also be appreciated that the vibration damper(s) 106 may beconfigured to be coupled between opposed frame members 76 at anysuitable heightwise location along the cab frame 23. For example, asshown in FIG. 16, the vibrations dampers 106 are generally installed ata location adjacent to a bottom end 156 of the cab frame 23. However, inother embodiments, the vibrations dampers 106 may be installed at alocation adjacent to a top end 158 of the cab frame 23 or at anysuitable heightwise location between the top and bottom ends 158, 156 ofthe frame 23, such as at a centralized heightwise location between thetop and bottom ends 158, 156.

Referring now to FIG. 17, one embodiment of a suitable configuration fora vibration damper 200 configured for use within the disclosed vibrationdampening system 100 is illustrated in accordance with aspects of thepresent subject matter. Specifically, in several embodiments, theillustrated vibration damper 200 may correspond to a shock absorber orother suitable damping cylinder configured for use as one of the dampers104, 106 described above with reference to FIGS. 5, 6 and 14-16. As isgenerally understood, a shock absorber or damping cylinder may generallycorrespond to a fluid-actuated damping device configured to reducevibrations. For example, shock absorbers or damping cylinders may absorbshock impulses and convert the kinetic energy of the shock into anotherform of energy (e.g., heat), such as by converting vibrations ordisplacements into heat via viscous friction. Additionally, shockabsorbers or damping cylinders may be configured as active dampers(e.g., by being configured to be actively controlled) or as passivedampers.

In the embodiment shown in FIG. 17, the damper 200 extends lengthwisebetween a first end 222 and a second end 224, with the first end 222configured to be coupled to a first structure 230 (e.g., any of thesidewalls 70, 72 of the chassis frame 21 and/or any of the structuralframe members 74, 76 of the cab frame 23) and the second end 224configured to be coupled to a second structure 232 (e.g., an opposedsidewall 70, 72 of the chassis frame 21 and/or an opposed frame member74, 76 of the cab frame 23). As shown, the damper includes a shock 234,a first connection member 226 extending from the shock 234 to the firstend 222 of the damper 200 coupled to the first structure 230, and asecond connection member 228 extending from the shock 234 to the secondend 224 of the damper 200 coupled to the second structure 232. Inseveral embodiments, the shock 234 may include an outer casing 236defining one or more damping cylinders 238. For example, in oneembodiment, a first damping cylinder 240 may be separated from a seconddamping cylinder 242 by a piston 244 configured to slide laterally alongthe length of the shock 234. It should be appreciated that the piston244 may be coupled or formed integrally with one of the first connectionmember 226 or the second connection member 228.

In one embodiment, the piston 244 may be slidable or movable along thelength of the shock 234 such that adjusting the position of the piston244 laterally changes a volume of the first and/or second dampingcylinders 240, 242. For example, sliding the piston 244 into the shock234 may increase the volume of the first damping cylinder 240 whiledecreasing the volume of the second damping cylinder 242. In thisregard, it should be appreciated that vibrations of components of thework vehicle 10, such as the first and second structures 230, 232, maycause displacement of piston 244.

Additionally, the damping cylinder(s) 238 may contain a damping fluid,such as air or oil. For instance, in one embodiment, the first dampingcylinder 240 may contain oil, while the second damping cylinder 242 maycontain a pressurized gas. As such, displacing the piston 244 may changethe volume of the damping cylinders 238 and subject the piston 244 to adamping force acting against the displacement of the piston 244. Forexample, the displacement of the piston 244 may create a pressuredifferential between the first damping cylinder 240 and the seconddamping cylinder 242 opposed to the displacement of the piston 244.Further, the energy of the displacement (such as a vibration on the workvehicle 10) may be converted to heat inside the damping fluid(s). Incertain embodiments, the shock 234 may include one or more passageways246 allowing the damping fluid to pass between adjacent dampingcylinders 238.

It should be appreciated that, in other embodiments, the damper 200 mayhave any other suitable shock or damping configuration that allows it toreduce vibrations acting on the work vehicle 10. For example, the damper200 may include any number of damping cylinders 238, pistons 244, and/orpassageways 246 capable of reducing the vibrations acting on the workvehicle 10.

Additionally, in one embodiment, the damper 200 may be configured to beactively controlled to allow the damper 200 to have an adjustabledamping ratio. For example, as shown in FIG. 17, when the illustrateddamper 200 is incorporated into one or more embodiments of the disclosedvibration damping system 100, the system 100 may include one or morefluid lines 248 fluidly coupling at least one of the damping cylinders238 to a fluid tank 250. As such, the amount of the damping fluidcontained in the damping cylinder(s) 238 may be adjusted by transferringthe damping fluid between the damping cylinder(s) 238 and the fluid tank250. For example, a pump 252 may be used to pressurize the fluid line248 to transfer the damping fluid between the tank 250 and the fluidchamber(s) 238. Further, a valve 254 may be fluidly coupled to the fluidline 248 for selectively allowing passage of the damping fluid. Incertain situations, increasing the amount of damping fluid in the fluidchamber(s) 238 may increase the damping ratio and produce a more “stiff”damper 200. Similarly, reducing the amount of damping fluid in the fluidchamber(s) 238 may reduce the damping ratio and produce a more “soft”damper 200.

Additionally, to allow for active adjustments to the damping ratio, thesystem 100 may also include a controller 258. In such an embodiment, thecontroller 258 may generally correspond to any suitable processor-baseddevice or combination of processor-based devices. Thus, the controller258 may, for example, include one or more processor(s) and associatedmemory device(s) configured to perform a variety of computer-implementedfunctions (e.g., performing the methods, steps, calculations, and thelike disclosed herein). As used herein, the term “processor” refers notonly to integrated circuits referred to in the art as being included ina computer, but also refers to a controller, a microcontroller, amicrocomputer, a programmable logic controller (PLC), anapplication-specific integrated circuit, and/or other programmablecircuits. Additionally, the memory device(s) may generally comprisememory element(s) including, but not limited to, computer readablemedium (e.g., random access memory (RAM)), computer readablenon-volatile medium (e.g., a flash memory), a floppy disk, a compactdisc-read only memory (CD-ROM), a magneto-optical disk (MOD), a digitalversatile disc (DVD), and/or other suitable memory elements. Such memorydevice(s) may generally be configured to store suitablecomputer-readable instructions that, when implemented by theprocessor(s), configure the controller 158 to perform various functions.

As indicated by the dashed lines in FIG. 17, the controller 258 may becommunicatively coupled to the pump 252 and/or the valve 254 forcontrolling the operation of such components. For example, in theillustrated embodiment, the controller 258 may communicate a signal tothe valve 254 to allow the damping fluid to flow between the tank 250and the damping cylinder(s) 238, such as by transmitting a suitablecontrol signal(s) to open, close, or partially close/open the valve 248.Further, the controller 258 may also communicate a control signal(s) tothe pump 254 to create a pressure differential in the fluid line 248and, thus, a flow of the damping fluid through the fluid line 248.

Moreover, in one embodiment, the controller 258 may be communicativelycoupled to one or more vibration sensors 256 configured to sense anyvibrations being transmitted through the components of the work vehicle10, such as the first and second structures 230, 232. For example, thevibration sensor(s) 256 may be an accelerometer attached to at least oneof the first structure 230 or the second structure 232 that senses thevibration of the work vehicle 10. Based on the feedback provided by thevibrations sensor(s) 256, the controller 258 may estimate, for example,a vibration parameter associated with the vibrational energy beingtransmitted through the work vehicle 10, such as the vibrationaldisplacement of the associated component(s), a derivative of thevibrational displacement, and/or an integral of the vibrationaldisplacement. In such an embodiment, the controller 258 may utilize theestimated vibration parameter to determine a damping ratio adjustmentfor the damper 200. The determined adjustment may then be used toactively control the operation of the valve 254 and/or the pump 252 in amanner that reduces the vibrations being transmitted through theadjacent components of the work vehicle 10.

Another embodiment of an actively controlled damper 200 is illustratedin FIG. 19 in accordance with aspects of the present disclosure. Asshown, the damper 200 includes an actuator 260 fixedly coupled to one ofthe first connection member 226 or the second connection member 228 andconfigured to extend/retract the other of the first connection member226 or the second connection member 228. In such an embodiment, byextending/retracting one of the connection members 226, 228, theactuator 260 may adjust the amount of force being applied to the firststructure 230 and/or the second structure 232 by the damper 200, whichmay be used to dampen the vibrations acting on the first and/or secondstructures 230, 232. It should be appreciated that the actuator 260 maycorrespond to any suitable actuation device configured to beelectronically controlled, such as fluid-driven actuator, asolenoid-driven actuator, and/or a mechanically-driven actuator.

Similar to the embodiment described above with reference to FIG. 17, thesystem 100 may include a controller 258 communicatively coupled to theactuator 260. In such an embodiment, the controller 258 may beconfigured to actively monitor the vibrations being transmitted throughthe first and/or second structures 230, 232 (e.g., via one or morevibration sensors 256) and actively control the operation of theactuator 260 to reduce the vibrational energy. For example, thecontroller 258 may receive signals communicated from the sensor 256including data indicative of the vibration of the work vehicle 10, suchas the vibration of the chassis frame 21 and/or the cab frame 23. Inresponse to receipt of such sensor data, the controller 258 maycommunicate a control signal(s) to the actuator 260 to apply acounter-vibrational force to at least one of the first structure 230 orthe second structure 232. For example, the signal may cause the actuator260 to extend/retract the associated connection member(s) 226, 228 toprovide the counter-vibrational force.

In certain embodiments, the controller 258 may communicate a controlsignal(s) to apply the counter-vibrational force at a phase shift ofabout 180 degrees from the vibration acting on the work vehicle 10.Vibrating at least one of the chassis frame 21 and/or the cab frame 23with the phase shift and at approximately the same frequency andamplitude as the vibration acting on such component(s) may causedestructive interference between the vibration and thecounter-vibrational force. In certain embodiments, the destructiveinterference may reduce and/or eliminate the vibration transferred tothe cab 18 and, thus, the noise heard and the vibrations felt by theoperator.

Referring back to FIG. 17, in one embodiment, the disclosed vibrationdampening system 100 may also include a heat transfer member 262configured to dissipate heat from the damper(s) 200. Specifically, inthe embodiment of FIG. 17, the heat transfer member 262 may beconfigured to dissipate heat from the damping fluid of the damper(s)200. As described above, the damper(s) 200 may generally reducevibrations by converting the kinetic energy of the vibration to heat.This heat may be absorbed by the damper(s) 200 and, in some embodiments,the damping fluid.

As shown in FIG. 17, the heat transfer member 262 is provided in fluidcommunication with the fluid line 248. As such, the damping fluid may bedirected through the heat transfer member 262 as it passes between thedamper 200 and the tank 250. In certain situations, the damping fluidmay absorb heat from the damper 200 and then subsequently transfer theheat energy to the heat transfer member 262 as the damping fluid passestherethrough. In some embodiments, the heat transfer member 262 may be aheat exchanger (e.g., a radiator) configured to absorb heat from thedamping fluid. In other embodiments, the heat transfer member 262 may beany other suitable component, combination of components, or systemcapable of absorbing heat from the damping fluid, such as anintercooler. Additionally, as shown in FIG. 17, the heat transfer member262 may, in one embodiment, be communicatively coupled to the controller258 such that the controller 258 may actively control the operation ofthe heat transfer member 262, such as by transmitting control signals toselectively activate or deactivate the heat transfer member 262.

Referring now to FIG. 18, another embodiment of a means for transferringheat from or otherwise cooling the damper(s) 200 described above withreference to FIG. 17 is illustrated in accordance with aspects of thepresent subject matter. As shown, the damper 200 includes a plurality ofheat transfer members or fins 264 extending outwardly from its outerhousing or casing 236. In such an embodiment, the fins 264 may allowheat to be dissipated from the damper 200 via convection to the ambientair surrounding the damper 200. For example, the fins 264 may generallyincrease the surface area of the outer surface of housing 236. As such,the greater surface area may allow for increased dissipation of heatfrom the damper 200 to the surrounding ambient air.

Additionally, in one embodiment, the system 100 may also include a fan266 configured to accelerate air through or otherwise provide an airflowdirected towards the fins 264 of the damper 200. As such, the fan 266may increase the rate at which heat is dissipated from the damper 200.As shown in the illustrated embodiment, the fan 266 may include aplurality of fan blades 268 and a motor 270 drivingly coupled to the fanblades 268. Further, the fan 266 may include a duct 272 surrounding thefan blades 268. The duct 272 may direct the flow of accelerated airtowards the damper 200 and, more specifically, towards the fins 264 toallow heat to be dissipated therefrom. Additionally, it should beappreciated that the operation of the fan 266 may be configured to beelectronically controlled via an associated controller 258. For example,the controller 258 may be used to actively control the operation of themotor 270 based on, for example, sensor feedback from a temperaturesensor detecting the temperature of the damper 200 and/or the dampingfluid contained within the damper 200.

This written description uses exemplary embodiments to disclose theinvention, including the best mode, and also to enable any personskilled in the art to practice the invention, including making and usingany devices or systems and performing any incorporated methods. Thepatentable scope of the invention is defined by the claims, and mayinclude other examples that occur to those skilled in the art. Suchother examples are intended to be within the scope of the claims if theyinclude structural elements that do not differ from the literal languageof the claims, or if they include equivalent structural elements withinsubstantial differences from the literal languages of the claims.

What is claimed is:
 1. A vibration dampening system for a work vehicle,the system comprising: a cab frame including a plurality of structuralframe members, the plurality of structural frame members include a firstframe member extending along a first side of the cab frame and a secondframe member extending along a second side of the cab frame, the secondside being opposite the first side; and a vibration damper coupledbetween the first and second frame members, the vibration damperextending lengthwise between a first end coupled to the first framemember and a second end coupled to the second frame member, thevibration damper configured to reduce an amount of vibrations beingtransmitted through the cab frame.
 2. The system of claim 1, wherein thevibration damper comprises a fluid-actuated damper.
 3. The system ofclaim 2, wherein the fluid-actuated damper includes at least one dampingcylinder containing a damping fluid.
 4. The system of claim 2, whereinthe fluid-actuated damper is configured as a passive shock absorber. 5.The system of claim 1, further comprising a controller configured toactively adjust a parameter associated with the vibration damper toreduce the amount of vibrations being transmitted through the cab frame.6. The system of claim 5, wherein the controller is configured to adjusta damping ratio of the vibration damper.
 7. The system of claim 5,wherein the vibration damper comprises an electronically controlledactuator, the controller being configured to control the operation ofthe actuator to apply a counter-vibrational force to at least one of thefirst frame member or the second frame member.
 8. The system of claim 5,further comprising a vibration sensor communicatively coupled to thecontroller, the controller being configured to monitor the vibrationsbeing transmitted through the cab frame based on data received from thevibration sensor.
 9. The system of claim 1, further comprising at leastone heat transfer member configured to dissipate heat from the vibrationdamper.
 10. The system of claim 9, wherein the at least one heattransfer member comprises a heat exchanger in fluid communication with afluid line through which a damping fluid of the vibration damper isdirected, the heat exchanger being configured to dissipate heat from thedamping fluid.
 11. The system of claim 9, wherein the at least one heattransfer member comprises a plurality of fins positioned along anexterior of the vibration damper, the fins being configured to dissipateheat from the vibration damper via convection.
 12. The system of claim11, further comprising a fan configured to direct an airflow across theexterior of the vibration damper.
 13. The system of claim 1, wherein thecab frame extends in a heightwise direction between a top end and abottom end, the vibration damper being coupled between the first andsecond frame members at a location at or adjacent to the bottom end ofthe cab frame.
 14. The system of claim 1, wherein the cab frame definesa front side, a rear side opposite the front side, and opposed first andsecond lateral side extending between the front and rear sides, thefirst frame member corresponding to a first cross-wise frame memberextending between a first pair of vertically extending frame membersalong the first lateral side of the cab frame, the second frame membercorresponding to a second cross-wise frame member extending between asecond pair of vertically extending frame members along the secondlateral side of the cab frame
 15. A work vehicle, comprising: anoperator's cab including a cab frame, the cab frame including aplurality of structural frame members, the plurality of structural framemembers include a first frame member extending along a first side of thecab frame and a second frame member extending along a second side of thecab frame, the second side being opposite the first side; a chassisincluding a chassis frame; a suspension assembly configured to supportthe cab frame relative to the chassis frame; and a vibration dampercoupled between the first and second frame members, the vibration damperextending lengthwise between a first end coupled to the first framemember and a second end coupled to the second frame member, thevibration damper configured to reduce an amount of vibrations beingtransmitted through the cab frame.
 16. The work vehicle of claim 15,wherein the vibration damper comprises a fluid-actuated damper.
 17. Thework vehicle of claim 15, further comprising a controller configured toactively adjust a parameter associated with the vibration damper toreduce the amount of vibrations being transmitted through the cab frame.18. The work vehicle claim 17, wherein the controller is configured toadjust a damping ratio of the vibration damper.
 19. The work vehicleclaim 17, wherein the vibration damper comprises an electronicallycontrolled actuator, the controller being configured to control theoperation of the actuator to apply a counter-vibrational force to atleast one of the first frame member or the second frame member.
 20. Thework vehicle of claim 17, further comprising at least one heat transfermember provided in association with the vibration damper, the at leastone heat transfer member being configured to dissipate heat from thevibration damper.